Fluid-pressure brake.



No. 819,032. PATENTED APR. 24, 1906. W. P. A. MAGFARLANE. FLUID PRESSURE BRAKE. APPLICATION FILED NOV. 4, 1905 a SHEETSSHBET 1.

PATENTED APR. 24, 1906 W. P. A. MAC'FARLANE. FLUID PRESSURE BRAKE.

APPLICATION P 11.31) NOV, 4, 1005 6 U QR: NN WW nY MN W 3 SHEETS-SHEET 2,

No. 819,032. PATENTED APR. 24, 1906. W. P. A. MAGPARLANE.

FLUID PRESSURE BRAKE. APPLICATION FILED N014, 1905.

3 SHEETS-SHEET 3.

0 a I 9 I 9.4%

WILLIAM P. A. MACFARLANE, OF CHl-CAH lLLlNOiS.

FLU1D-PRES$URE BRAKE.

Specification of Letters E t e Patented April 24, 1966.

Application filed November 4 1905. Serial Ne. 285,822.

To all whom, it may concern.

Be it known that I, l/VILLIAM P. A. Mac- FARLANE, a citizen of the United States, re siding at Chicago, Cook county, Illinois, have vantageous features-oi construction and opinv'ented certain new and useful lmprovr I ments in Fluid-Pressure Brakes, of which the following is a specification.

My invention relates to fluid-pressure brakes of the automatic type: and the object thereof is primarily to provide means for re ducing the auxiliary-reservoir pre 1H) in the operation of restoring the train-pipe pressure for the purpose of releasing the brakes, such reduction being accomplished in the present instance by venting some of the aux-iii reservoir pressure into the tram pipt, .sliil. the result that the train-pipe pressure is by that means augmented and the n drum on the locomotive thereb at the same time the degree oi essary for the release of tlw duced.

My invention is particular an air-brake system in inch vided for braking for err weight, in which equipm ing power is afforded, wi tr il rtsult that the auxiliary reservoir vl: c 'linder equalize at a ier pressi 1 in the ordinary or standard t or a e system. When such equipmen are nphwycd 1n trams having cars with the r standard equipment, in which L- 'braked according to a certain percentage of theirempty weight, usually seventy er cent. thereof, the brakes on cars having t 1e latter equipment will be released before the brakes on those cars having the first-named equipment, due to the fact that the degree of pressurethat is, the auxiliary-reservoir pressure-w.hich must be overcome by the re stored train-pipe pressure is greater in an equipment provided with the empty and loaded car arrangement than in theother e uipment. However, by the employment 0 my invention itlbecomes possible not only to augment the train-pipe pressure in the restoration of that pressure, as above stated, but also to reduce the increased or excess reservoir-pressure present in an equipment provided with the empty and loaded car arrangement, whereby uniformity in the re lease-of all of the brakes of either equipment is obtained. Inaddltion a speedier release of all of the brakes is obtaine My invention involves other novel and adand operatively.

eration, will be understood from the description hereinafter iven.

in the drawings, F ure 1 is a central vertical section of a so-ea ed triple valve, illustiadng means for braking for empty and loaded car weight and to which my invention has been shown applied for the sake of a clear and definite description and understanding thereof; Fig. 2, an endelevation of the triple valve, with the prcssure-reducing valve and also the simoleyental 0i auxiliary valve device shown in set ion; and Fig. 3, a bottom plan view of the main portion or body of the triple va ve with portions thereof am parts and pasin section to execs; oer sages.

Before en ter iron is app the usual cumin: plo to rtn'ii rate .ing in some.

any tr alve opstem 01" brake equip r: as cooper i triple valve t c by many; but ill be understood that my ilLVSIlilUll not to be limited or restrict i toany type or sow ClL oi the so-called triple alve."

inasmuch the particular triple valve is not essential to my invention, my triple valve as herein shown, particularly in Fig. 1, need be described only in general terms. This triple valve is of a type in which the brake release valve mechanism, service valve mechanism, and emergency-valve mechanism are independent both physically As shown, the brake-re lease-valve mechanism and the service-valve mechanism are contained within the mainvalve body 1, while the emergency-valve mechanism is contained within a supplcmental casing 4.

T he brake-release-valve mechanism comprises a braking releas valve 2F), operated by a movable abutment-in the present instance a diaphragm 19and arranged to govern the release port and passage 23,

which is arranged to be put into communicationwith the transverse passage 16 whei the release-valve is open. This passage 16 30111 municates directly with the brake-cylinder, as indicated by the letters B C. p

The service-valve mechanism comprises a service valve 48, operated by a movable l and loaded car device per forms no part of abutmentin the present instance a diaphragm 20and governing the port and passage. 50 and arranged to establish communication from the reservoir through a passage 57 to the transverse assage 16 during the application of the bra (es.

' The emergency valve mechanism cornprises an emergency-valve 7, normally seated at the outer end of the transverse passage 16 arid arranged to govern the venting of trainipe air from the train-pipe nozzle (marked T 'P) and through the passage 13. The emergency valve is actuated by a movable abutmentin the present instance a piston 6-exposed on both sides to train-pipe ressure ,With the difference that on the left-sand side, Fig. 1, of the piston the train-pipe air has free communication through passage 14 and. on the right-hand side restricted communication because of leaks e of air through the partition 10 and arounc the stem 6 of the piston, with the result that the piston remains stationary in ordinary applications of the brakesthat is, service applications but is arranged to be shifted to the left by the air-pressure on the right-hand side thereof in an emer ency a plication of the brakes.

As herein's own, t e train-pipe pressure is fed to the auXiliar reservoir through a passage 34, entering t e chamber below the diaphragm 19, and thence upwardly through the diaphragm and its central stem past a checkvalve 4A and feed-valve 44 to the chamber in the top cap2, from whence the pressure is conducted by passages 37 and 38 to the chamber 38, which communicates with the auxiliary reservoir, as indicated by the letters A R. The diaphragm 19 is thus exposed on opposite sides to train-pipe and auXiliary-resen voir pressures, respectively, and thereby subjected to the influence of variations in trainpipe pressure. Following the path of the train-pipe air to the service-valve mechanism the train-pipe pressure feeds through a passage 56, leading'from the train-pi we-air passage 13 and extending downwardly into the casing 60, hereinafter described, and thence upwardly to the under side of the diaphragm "20, with the result that this diaphragm is eX- posed on opposite sides to train -pipe and auxiliary-reservoir pressures, respectively, it being understood that the reservoir-pressure is conducted from the reservoir through passage"57 to the upper-end of the chamber in which the diaphragm operates.

As hereinbefore stated, my invention is particularly applicable to a brake equipment provided with means for braking for empty on and loaded car weight, and as the particular triple valve now being described is inherently provided with such an arrangement the same will be explained before the parts cohstituting my invention are described, it being uriderstood, in the first place. that this empty my present invention, and, in the second place, that such device need not necessarilv e in corporated. orembodied in the triple valve itself, as is herein shown.

As illustrated more particularly in Fig. 1, I provide at the lower end of the triple valve and between the valve-body I and the lower cap 3 mechanism for controlling or interfering with the service-valve and arranged to close such valve and keep it closed when the brake-cylinder pressure reaches. or exceeds a predetermined amount whereby the admission of more pressure to the brake-cylinder is prevented notwithstanding further reductions of train-pipe pressure. in addition I provide means whereby such mechanism may be rendered inoperative at the will of the operator, so that full pressure may be utilized for loaded-car braking, such full or increased pressure being obtained by the employment of a reservoir supplemental to the usual auxiliary reservoir and governed by a valve device sure reaches or exceeds a predetermined amount to thereby seat the service-valve. The lower side of the diaphragm 61 is exposed to brake-cylinder pressure through the passage 65, while the upper side is normally exposedthat is, for empty-car braking--to atmospheric pressure 81H also at osed to the influence of a spiral spring 66, W -se tension is predetermined according to the desired maximum amount of bralc-cylinder prossurc. To adapt the equipment for loadcdcar braking, this special mechanism is arranged to be thrown out of actionthat is, rendered inoperative-and in the present instance l accomplish this result by closing the communication of the chamber with the atmos here and admitting reservoir-pressure in sair chamber. trated in Fig. 3, I provide the casing 60 with a chamber 69, having a conununication with the auxiliary-reservoir )assage' 57 through a branch passage 73, which communicates with a port 75. This port is governed by a valve 76 of piston type and arranged at the outer end of a manually-operable springpressed plunger 72. The chamber 69 is normally exposed to atmospheric pressure inasmuch as the plunger 72 is not a tight lit, and likewise the chamber 60 is normally at atmospheric ressurc owing to its communication with t e chamber 69 by means .of the To this end, as best illus This diaagainst the (iacross-passage 78. The'plun er is arranged to be operated from either side of the car by means of rods 86 and 87, which respectively connect it to opposite ends of a rocking lever- 7-9, pivoted intermediate its length and connected at one of its ends with said plunger 72. When the plunger and its valve 76 are in the normal position indicated in Fig. 3, the valve device 15.5181) for. empty-car braking; but whenever either one of the pull-rods 86 and 87 is o erated 'r liie valve 76 is thereby opened and t e auxiliary-reservoir pressure is admitted to the chamber with the conse quent result that the mechanism therein contained is rendered inoperative, so that-the valve device is capable of loaded-car braking. For such latter braking I provide a pressurereducin valve for the purpose of reducing the bra 'ecy1inder pressure as the speed of the train slackens. This reducing-valve will be described after the construction and mode of operation of the mechanism for venting or reducing the auxifiery-reservoir pressure has been explained;

Referring to the mechanism for rediu-ing or venting the auxiliary-reservoir pressure into the train-pipe, I have in practice and as a suitable arrangement secured or attached such mechanism to the triple-vnlve device itself; but it will beunderstood that such mechanism may be otherwise arranged without interfering with its designed pmposes and functions. Referring to the construction as herein illustrated, particularly in Figs. 2 and 3, I provide a valve-casing 101, which for convenience is made in two parts or sections secured together, with the inner section secured in suitable manner to the triple valve, and particularly to the casing 60 thereof. The casing 101 is provided with an inner piston-chamber 102 and an outer pistonchamber 103, which areseparated from each other'by means of a partition 104,. Within. the inner chamber is arranged to-travel a movable abutment, which in the present instance is in the form of a cup-shaped piston 105 spring-pressed inwardly by means of a spring 106. At its inner end this piston is provided with a socket which receives a valve 107, which has a movement independent of its piston and arranged to be projected there- 'from and out of the socket by a light spring 108 for a purpose hereinafter made apparent.

. This valve 107 is arranged to govern a port and passage 109, leading from the auxiliaryreservoir passage 73, which in turn communicates with the auviliary reservoir through the passage 57. When thevalve 107 is seated, as

seen in Fig. 2, the port 109 is closed; but when such valve is open in the operation of augmenting the train-pipe pressure, as hereinafter described, communication will be established directly from the auxilia reservoir to the train-pipe, inasmuch as the inner end of the piston-chamber 102 in front of the piston communicates with the train-pi e through a passage 110, extending inwar ly in the casing 60 and communicating with the chamber below the diaphragm 20, which chamber, as hereinafter explained, is in direct communication with the train-pipe through the passage56. The result of this opening of the valve 107 is to,vent the auxiliary-reservoir air to the train-pipe, and thereby reduce the auxilia 'IS8I:VO1I pressure, such opening of the va ve 107 being antomatic upon the restoration of train-pipe pressure and upon the first increase in such pressure due to the connection of the trainpipe with the main air-drum on the locomotive, which automatic 0 eration will be herein after explained. In t 1e chamber 103 is arranged a piston 111, having a central tubular extension which is hollow in order to provide the central passage 112, which communicates through the angular passage 113 with the space or chamber in front of the piston 111. This space or chamber communicates with the passage 110 through an extension of the latter passing through the inner section of the volve-casin 101, as clearly indicated in Fig. 3. This tuoular extension is provided at its outer end with a plug 114, having a central bore communicating with the passage 112 and also with a transverse bore or port 115, communicating with the piston-chamber 103 on the left-hand side of the iston 111. In this central bore is arrange a check-valve 116, governing the communication on opposite sides of the piston 111; but such checkvalve, while permitting free egress of pres sure from the left-hand side of the does not altogether close the passage or the ingress of pressure, but nevertheless restricts such ingress. The piston 111 also acts as a iston,

valve, having a valve 'roper (marked 117) ai'- ranged to seat upon t e partition 104 and to govern an exhaust-passage 118, leading radiall through such partition and partially through the casing 101 and thence to atmosphere. This partition is also provided with a transverse passa e 119, communicating with the outer end of the chamber 102, with the resuit that when the valve 117 is opened the pressure on the left-hand side of the piston is released.

The parts being constructed as hereinafter described operate as follows: Assuming that the brake equipment is charged with air-pressure the brakes will be applied in the usual manner upon a reduction or reductions of train-pi )e ressure sufficient for service action. 11 t iis reduction of train-pipe pressure the train-pipe air on the left-handside of, the pistons 105 and 111 is ermitted to flow back into the train-pipe, with the result that both sides of these pistons are exposed to the samedegree of train-pipe pressure. In thisconnection it will be understood that the piston 105. is not a tight fit in itschnmber,

that is, to the left in Fig. 2-against the tension of its spring 120, inasmuch as the teed therethrou h is restricted and almost closed by the checTr-valve. The result of this movement of the piston is to uncover the passage 1 18, and thereby release thepressure on the left-hand-side ofthe piston 105, so that the train-pipe pressure acting on the other side of the latter piston moves the same to the left against the tension of its spring 106, and there )y opensthe valve 107. The opening of this valve causes a venting of the auxiliaryreservoir air direct to the train-pipe to augment the pressure therein and at the same time and as a consequence reduces the auxiliary -reservoir pressure. The pistons and their valves remain in operated or open position until the pressure in the auxiliary reservoir-and the train-pipe line are substantially equalized. As a result of thereduction of the train-pipe ressure or either service or emergency app ication oi the brakes in a system equipped. With my device that part of the chamber 103 to the left, Fig. 2, of, the movable abutment or piston 111 would, he reduced tothe same degree as the train-pipe pressure in service action or to atmospheric pressure in emergency action, (assuming that I the engineer fol ows the rule requiring the train-pipe to be em tied in emergency action ,1 so that the initia restoration in the trainpi e pressure will move the piston 111 to the e t and cause the uncovering or opening of the port or passage 109, leading from the auxi iary reservoir, whereby the auxiliaryreservoir pressure will be'vented to the trainline. This result takes place upon a very slight increase in the train-pipe pressure and at the initial restoration of the traih-pipe ressure in the operation of releasing the brakes, inasmuchas the spring 120 is of slight resistance, the tension thcrcot being suflicient only to return the piston 1 1 1 to seat the valve 117, and as in likemanner the spring; is of sutiicicnt tension only to hold the valve 107 seated upon the port 109 when the pressure on opposite sides of the piston is equalized. Consequently a slight increase in the train-line pressure in the operation of releasing the brakes by restoration of such pressure is sufiicient to move the piston 111 to open the exhaust port and passage 118, whereupon such train-line pressure moves the pis ton 105 to open the port 100 at substantially the initial 1 cried in the operation of restoring the train-pipe pressure. in this manner the reservoir-pressurc isredured and the trainpipe pressure increased, so that the train-pipe quickly respondsto reservoir-pressuro and siaose the brakes are thereby quickly released. In case the particular equipment or car is provided .with an empty and loaded car device the auxiliaryreservoir pressure in excess of the auxiliary-reservoir pressure of equipments or cars unprovided with such device will be vented into the train-pipe, and such venting will continue until the train-pipe and reservoir are substantially equalized, with the 7 result that the brake on a car so equipped with the empty and loaded car device maybe released as soon as or sooner than the brakes on a car not so equipped, notwithstanding the original excess of auxiliary-reservoir pressure.

The valve 107 has a movement inde endent of its piston 105 for the purpose 0 preventing the teeding of train-pi ie air directly to the auxiliary reservoir through the passage 109, which might occur upon first feed ing up the air-brake system from an empty condition. It will benoted that under such circumstances the pressure first admitted to the train-pipe wouid move the piston 105 to the left, but the valve 107 would remain 9o seated by reason oi its spring 108, there being no pressure in the reservoir to open such valve, as would he the case when the trainpipe pressure is restored for releasing the )rakes.

As hereinhetore stated, the equipment now being described is provided with a presssure-reducing valve, which is illustrated particularly in Figs. 2 and 3. This valve device is also attached to the casing 60 and contains a reducingwalve governing an exhaust-pass sage 121. leading from the brakecylinder through the casing 00 to such valve device. This deyico comprises a casing 122. which in the resent instance is made in two sections, in t in inner one oi which operates'a piston 123, having a tubular extension 12- 1. This piston also constitutes a valve. inasmuch as its inner end is arranged to seat upon'thescat 125, and thereby close the end of the passage 121. This piston is held seated by a spring 120, which by means of tho adjustablerollar 127.:nay be adjusted in tension to equal the predetermined pressure desired in the brakecylinder. The tubular extension 124 is pro-' vided with ports 128, which when the piston .123 travels sutiiriently to the right. Fig, permits the flow of lirake-cylindor pressure into the piston-cl amber and thence to the atmosphere through the port or ports 130, which are normally closed by the piston. The pistomchamber is also provided with a small port 130. so as to keep such chamber at atmospheric pressure and to relieve the pros sure therein al'ter the piston has closed the 1' port 120. This piston is provided with a transverse port 131 for the purpose of admitthe pressure area of the piston. In the outer end of the casing 122 is arranged a tube 132, having an exhaust-port 133. Within this tube slides a valve 134, arranged to seat; on the inner end of such tube. Normally the chamber on the right ot' the piston 123 is open to atmosphere through port 133, inasmuch as the valve 13- is held away from its seat and against the stem 135 of the piston. Then the piston .123 is nearly seated, the tubular extension or hood 124 on the piston chvses the con'inninication from thehraltewylinder through the passages 129, at which time the l'n'al ec vlinder air prevented from entering 15 the space or chamber on the left-hand side of the piston 120, Fig. 2. The pressure or air now vents through the assage 131 to the right of the piston in, filling the chamber on such side of the piston and. causing the latter t v close aid cut oil the llow of air t brake-cylinder. Howeve when mov s outwardly, due to extgt eke-cylinder. the valve 1 :34

so as to close the exhaustentering" throutgl'i port 1 t to he eon aiance is used t fhen the hralte cylinder e:n v redumwl or rough the port till, the spring 1 i rinsing passage lZl :haust-porr i in outeri l for loadcdwar hrakii j, i (f \'llI\(it-l pressure is considt theprodt'lr-rminedamount, alre will operate successively 1e lira te-t-ylintlrr pressure in proportion to the slackening ol' speed ot the train.

The rt=ssure-retltiring valve or hlowdown device is intended for use loreinpt} (t1ll)l.z'lliing and not for loadcdwnr braking", and consequently it is desirahle to rut'the reduivalve out ot mechanism for Unptv and loaded car brakiug is rendered op rative Ewen and opt In rd r that this l vii-twhenever the special reservoir pressure admitted to the n Ul the manner heremln-l'ore oei :3. this cut-out valve is in the form of u piston 135i}, having on one i'ace a valve 137.

arranged to rover or uni-ovortwo portions ot the passage 1214 This piston 13o operates in a chamber 13S, which is in conmninication with it ehamlier 61f through a hranch pas- 3 3%! For empty-war braking the valvetic the action ol" the rednci11gvalw 1 but when.

. T is in pos"ion to uncover the two portiims ot' the pass 121, so as not to interfere with the pressure is admitted to the chamber 6Q? the valve 137 is forced to the right, Fig. 3., thereh) interrupting said passage 121 and cutting the reducing-valve out of service.

By tlie use of my invention the brakes are released by a reszoration of train-pipe pressure ot less throw than usual and equicker release ol the brakes thereby obtained. Moreover, the brak s of equipments provided with empty and loaded car devices are permitted to be released synchronously with the brakes on oars or equipments un n'ovided with such devices. Moreover, my invention makes the auxiliary r ervoir an adjunct to the l0co znotivcreservoir or main air-drum, inasmuch as they associate in filling the trainpipe to the releasing pressure.

ii'hile l have herein provided For a leakage of tr.-1iu-- i.iipe :ii to the left-hand side of the pistol; 1 it st ill-1e check-valve 116, it is evi- (lent l t tsll ll li-iakage of air may be otherwise p ovide l inf-"-25, For instance, the piston 1 l l l um lira loose fit in its chamconihiniu'ion. with the triple valve, of means l'or inhnilzing anxiliar v-reservoir pressure to the trmupipo in the operation of restoring, the t min-pipe pressure in service applications of the brakes l'or augnu-ntiiu the pressure therein an lassisting in the release of the hraltes.

in a thud-pressure hrake system, the combination, with the triple valve, of fluidpressuro acluated means for admitting auxilio --resorvoir pressure to the train-pipe in the operation l restoring the train-pipe pressure in survive applirations of the brakes for augmenting' the pressure therein and assistin; in the release of thehrakes.

:11. in a fluid-pressure brake system, the

ihination, with the triple valv of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve norlilltlif closing said passage and also during application of the brakes but arranged to open upon restoration of the train-pipe pressurrin service applications of the brakes and to ihereln admit auxdiary-reservoir pressure to the train-pipe.

4. In a llui l-pressure brake system, the combination. with the triple valve, of a fluidpressure-actnateil valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said passage and also during application of the brakes hut. arranged to open upon restoration of the train-pipe pressure in service applirations of the brakes and to thereby admit auxiliaryreservoir pressure to the train-pipe.

In a i'luid- )ressure brake system, the combination, with the triple valve, of a valve the train-pipe, a movable abutment controlling said valve and operated by variations in train-pipe pressure.

6. n a fluid-pressure brake system, the combination with the triple valve, of a-valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said passage and also during application of the brakes but arranged to open upon restoration of the train-pipe pressure and to thereby admit auxiliary-reservolr pressure. to the train-pipe, a movable abutment controlling said valve and operated by variations in train-pipe pressure,,said valve having a movement independent of its abutment.

7. In a fluid-pressure brake system, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing Said passaee and also during application of the brakes but arranged to open upon restoration of the train-pipe pressure and to thereby admit auxiliary reservoir pressure to the train-pipe, a movable abut-f ment controlling said valve and operated by variations in train-pipe pressure, said valve being normally held away from its abutment and toward its seat with a yielding pressure.

8. a fiuidressure brake system, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve nor mally closing said passage and also during ap: plication of the brakes but arranged to open upon restoration of the train-pipe pressure and to thereby admit auxiliary-reservoir pressure to the train-pipe, a movable abutment controlling said valve and exposed to train-pi e pressure directly on one side and indirect y on the other, and means for releasing such indirect pressure to permit the direct pressure to move the abutment and open the valve to thereby admit auxiliary-reservoir all direct to the train-pipe 9. ,In a fluid-pressure brake system, the ombination, with the triple valve, f a valve governing aidirect passage from the auxiliary reservoir to the train pipe, said valv nor molly closing said passage and also during ap plication of the brakes but arranged to open upon restoration or the train-pipe pressure and to thereby admit auxiliaryreservoir pressure to the train-pipe, a. movable abutment controlling said valve and exposed to train-pi 'e pressure directly on one side and indirect ,3? on the other, a spring acting on said abutment and assisting the indirect pressure, and means for releasing such indirect pressure to permit the direct pressure to move the abutment and open the valve to thereby admit auxiliary-reservoir air direct to the trainipe.

10. In a uid-pressure brake system, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said passage and also during application of the brakes but arranged to open upon restoration of the train pipe pressure and to thereby admit auxiliary-reservoir pressure to the train-pipe, a movable abutment controlling said valve and exposed to train-pipe pressure directly on one side and indirectly on the other, and means for releasing such indirect pressure to permit the direct pressure to move the abutmentand open the valve to thereby admitlauxiliary-reservoir air direct to the trainpipe, comprising fluidpressure mechanism controlling the release of said indirect pressure.

11. In a fluid-pressurebrake system, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said assage and also during application of the brakes but arranged to openupon restoration of the train-pipe pressure and to thereby admit auxiliary-reservoir pressure to the train-pipe, a movable abutment controlling said valve and exposed to train-pipe pressure directly on one side and indirectly on the other, and means for releasing such indirect pressure to permit the di rect pressure to move the abutment and open the valve to thereby admit auxiliary-reservoir air direct tothe train-pipe, comprising a second movable abutment and a valve actuated thereby to release said indirectpressure in the operation of restoring the train-pipe pressure. t

12. In a fluid-pressure brake s *stem, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve nor-,' 'mally closing said assage and also during application of the rakes but arranged to open upon restoration of the trainpipe pressure and to thereby admit auxiliary-reservoir pressure to the train-pipe, a movable abutmeat controlling said valve and exposed to ing such indirect pressure to permit the di rect pressure to move the abutment and open the valve to thereby admit EtHXlllitIE-fQSGF- voir on direct to the tram-pipe, compr sing a second movable abutn ient, and a valve actutrain-pipe. pressure'direetly on one side. and indirectly on the other, andmeans for releasexposed on one side to direct train-pipe pressure and on the other side to indirect trainpipe pressure.

13. In a fluid-pressure brake system, the combination, with the triple valve, of a valve governing-a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said passage and also during application of the brakes but arranged to open upon restoration of the,train-pipe pressure and to thereby admit auxiliary-reservoir pressure to the train-pipe, a movable abutment controlling said valve and exposed to train-pipe pressure directly on one side and indirectly on the other, and men is for releasing such indirect pressru'c to permit the direct pressure to move the abutment and open the valve to thereby admit auxiliaryreservoir air direct to the train-pipe, cornprising a second movable abutment and a valve actuated thereby to release said indirect pressure in the operation of restoring the train-pipe pressure, said second abutment being exposed on one side to train-pipe pressure and having a check-valved passage to admi t train-pipe pressure to the other ide.

H. In a fluid-pressure brake system, the combination, with the triple valve, of a valve governing a direct passage from the auxiliary reservoir to the train-pipe, said valve normally closing said passage, and also during application of the brakes but arranged to open upon restoration of the train-pipe pro:- sure and to thereby admit auxiliary reservoir pressure to the train-pipe, a movable abutment controlling said valve and exposed to train-pipe pressure directly on one side and indirectly on the other, and means for releasing such indirect pressure to permit the direct pressure to move the abutment and open the valve to thereby admit auxiliaryreservoir air direct to the train-pipe, comprising a second movable abutment and a valve actuated thereby to release said indirect pressure in the operation of restoring the train-pipe pressure, said second abutment being ex osed on one side to trainpipe pressure an having a passage to admit trainpipe pressure to its other side, and means in said passage for permitting free retrogression of pressure from said other side but restrict-- ing the passage of pressure thereto.

15. In a fiuid-pressure brake system, the combination, With the tri le valve having service and emergency mec anisms, of means independent of such mechanisms for admitting auxiliary-reservoir ressure to the trainpipe in the operation 0 restoring the trainpipe pressure for augmenting the pressure therein and assisting in the release of the brakes, said means comprising an abutment movable in a chamber having on one side free communication and on the other side restricted communication with the train-pipe,

and a valve controlled by said abutment and voir to the trairnpipe.

16. In a fluid-pressure brake system, the combination, with the triple valve having service and emergency mechanisms, of means independent of such mechanisms for admitting auxiliary-reservoir pressure to the train pipe in the operation of 1'estorin -the trainpipe pressure for augmenting the pressure therein and assisting in the release of the brakes, said means comprising a piston-chamber communicating with the train-pipe, a piston fitting loosely therein to permit restricted lieu of rersnre from one side to the other, and a va vc controlled by said piston and governing a passage from the auxiliary reservoir to the train-pipe.

17. In a fluid-pressure brake system, the combination, with. the triple valve, of means for admitting auxiliary-rcservoir pressure to the train-pipe in the operation of restoring the train-pipe pressure for augmenting the pressure therein and assisting in the release of the brakes, said n'ieanscomprising a piston operated b y the operation of restoration of train-pipe pressure and provided with a socket, and a valve arranged in said socket and adapted to govern a passage from the auxiliary reservoir to the train-pipe.

.18. In a fluid-pressure brake system, the combination, with the triple valve, of means for admitting auxiliary-reservoir pressure to the train-pipe in the operation of restoring the trainipe pressure for augmenting the pressure tlierein and assisting in the release of the brakes, said means comprising a piston operated by the operation of restoration of train-pipe pressure and provided with a socket, and a valve arranged in said socket and adapted to govern a passage from the auxiliary reservoir to the train-pipe, said valve having a movement independent of its piston and tending to be projected theretrozn with a yielding pressure.

19. In a fluidressure brake system, the combination, wit the triple valve, of means for admitting auxiliary-reservoir pressure to the train-pipe in the operation of restoring the train-pipe pressure-for augmentin the pressure therein and assisting in the re ease of the brakes, said means comprising a piston operated by the operation of restoration of train-pipe pressure and provided with asocket, a valve arranged in said socket and adapted to govern a passage from the auxiliary reservoir to the train-pipe, and a spring from its socket.

20. In a fluidressur'e brake system, the combination, wit the triple valve, of means for closing theservice-valve when the brakecylinder pressure exceeds a predetermined amount, and means for admitting auxiliarytending to hold the valve projeetedoutwardly governing a passage from the auxiliary reser reservoir pressure to the train pipe in the perati n of restoring th train-P pe Pressure. to release the brakes.

21. In a fluidressure brake system, th combination, wit the triple valve, of means for closing the service-valve when the brakecylinder pressure exceeds a predetermined amount, and means, connected and cooperating with the triple valve and, arranged to control a direct passage from the auxiliary reservoir to the tmh PiP and to admit auxiliaryreser ir pr ssure tothe train-pipe in the op. eretion of restoring the brakes.

22. In a fluid-pr ssure brake system, the combination, with the triple valve, oi IIIBitDS for closing the service-valve when the brake cylinder pressure exceeds a predetermined.

amount, and means for admitting auxiliary reservoir pressure to the train-pipe in the operation of restoring the train-pipe pressure to release the brakes, both of said means being under the contr l of variations in train-pipe pressure.

23. In a fluid-pressure brake system, the combination, with the triple valve, of a movable abutment under the control of the brake cylinder pressure for closing the servicevelve when the brake-cylinder pressure exceeds a, predetermined amount, and means p ne With the triple velvefor admit- I ting auxiliary-reservoir ressure to the trainpipe in the operation o restoring the trainpipe pressure to release the brakes.

24. In a fluid-reassure brake system, the com ination, with the triple V lve, of mechanism for holding the service-valve closed when the brake-cylinderexceeds a predetermined amount, means for rendering said mechani m in perativ and e pressure-reducing valve cooperating with thebreke cylinder and controlled in action by said mechanism, such valve being operative or inopera tive accordingly es the said, mechanism is operative or inoperative. a

25. In at fiuid-pressure brake system, 1the combination, with the triple valve, ofi=1nech enism for holding the service valve? closed when the brake-cylinder exceeds e."predetermined amount, means for r nd ring sei mechanism. inoperative, e, pressure-reducing valve cooperating with the breaks-cylinder, endmeens for rendering said mechanism inoperative and by that act cutting the reducing-velve out of service;

in e fiuid-pressure brake system, combination, with the triple valve, of mechanism for holding the service-valve closed when the brekewylinder exceeds a predetermined amount, means for rendering said mechanism inoperative, e pressure edueing veive cooperating with the brake-cylinde seid mechanism comprising an abutment eX- posed on one side to brake-cylinderpressureend en'the other side to etn'los heric pres sure for empty-oer braking, an means for the.

admitting pressure to. hat side of the abut. e it t s, exposed to atmospheric p ssu and by that act cutting the redueingsva tve out of service.

27. In a. fluidpressure breke system, the combination, with, they triple. valve, of mechanism for holding he ervi e-valve cl sed; when th rake-cylinder exee ds a predetermin d amount, means' n e ng said, me hanism noperet vefie pressu earedu ing valve cooperating withthe brake-cylinder,"

, wh n the mk y ind r exceeds a p edermined amoun means for r ndering seid mechanism. inope at e, P ssu e-redu ing valve cooperating with the brake-cylinder, :seid mechani m c prising an a utment exposed n n e to brake-cy nde P essure 'and on: the other side to atmosphericpres,- sure for empty-oar braking, a, valve controlling a passage from the brake-cylinder to the pre ure-redu ng a ve, and means or adm'itting reservoir-pressureto that side of the utment thus e poSed to atmospheric pres' sure and by that act closing said controllingvelve to th re y ut theredueing-mlve ou of service.

29. Ina fluid-firessure brake system, the

e mbine o e riple va ve; o meehanism for holding the servioe velve closed h n. th ake-cylinder exce ds a, p ed te mined amount, meg ns for rendering said mechanism inoperative, a presel lfidfeducing valve eodperttting with the brekepylinder, said mechanism comprising an abutment exposed on one side to breke cylinder pressure and on the other side to atmospheric pressure for empty-car braking, a V Ive controlling a passage from the brake-0y inder to, the pressure-reducing valve and open when seid mechanism is in condition for emptycar brakingend m'eens for admitting pressure t that side of the abutment thus exposed ets id controlling-Valve to thereby put there ducing veive out of SBl'Vioe.

30. In a fluid ressure hreke system, the combination, wit the triple valve, of mesh enism for holding the serviee-velve elos d when the brak -cylinder exceeds t me etermined amount, means tor renderin gtui mechanism. inoperative, e Preesnrere, },1eing -ve1ve oo erating with the brake-cylinder, said mechanism comprising an abutment .eX-

mosnheric pressure and by theta .ect closing.

posed on one side to brake-cylinder pressure r3 and on the other side to atmospheric pressure for empty-car braking, a valve controlling a passage trom the bralrecylinder to the pressure-reducing valve and open when said mechanism is in condition for empty-car braking, fluid-pressure-actuated mechanism for actuating said controlling valve, and means for admitting pressure to that side of the abutment exposed to atmospheric pres sure and also to said fluid-pressore-actuated mechanism to close the controlling-valve.

31. in a fluid-pressure brake system, Il'lC combination, with the triple valve, of mechanism for holding the service-valve closed when the brake-cylinder exceeds a predetermined amount, means for rendering said mechanism inoperative, a pressure-reducing valve cooperating with the brake-cylinder, said mechanism comprising an. abutment exposed on one side to brake-cylinder pressure and on the other side to atmospheric pressure for empty-car braking, a valve controlling a passage from the brake-cylinder to the reducing-valve and having an operating-piston, and means for equalizing the pressure on opposite sides of the abutment and admitting pressure against said piston, whereby both said mechanism and the reducing-valve are rendered inoperative to permit of loadedcar braking.

32. In combination with a triple valve and a device for braking cars according to weightempty or loaded, a pressure-reducing valve for reducing the brake-cylinder pressure and means for governing communication between the brake-cylinder and the reducing-valve.

33. In combination with a triple valve and a device for braking cars according to weight empty or loaded, a pressure-reducing valve for reducing the brake-cylinder pressure and fluid-pressure-actuated means for governing communication between the brake-cylinder and the reducing-valve.

34. In combination with a triple valve and a device for braking cars according to weight empty or loaded, a pressure-reducing valve for reducing the brake-cylinder pressure and means for cutting said valve out of action for loaded-car braking.

35. In combination with a triple valve and a device for braking cars according to weiqht empty or loaded, a pressure-reducing va ve for reducing the brake-cylinder pressure, and controll-ing'means for closin the feed of auxiliary-reservoir pressure to t e brake-cylinder when the'brake-cylinder pressure exceeds a predetermined amount. 36. In combination with a triple valve and a device for braking ears according to we' 'ht empty or loaded, a pressure-reducing. va ve for reducing the brake-cylinder pressure, controlling mechanism for closing the feed of auxiliary-reservoir pressure to the brake-cylinder when the brake-cylinder pressure exceeds a predetermined amount, and means for cutting out of action said pressiu'e-reduc ing valve and said mechanism when braking loaded cars.

37. In a device for braking cars a valve device auxiliary to a triple valve and arranged to vent the auxiliary-reservoir pressure to the train-pipe when releasing the brakes after a service application tlltl'lni.

38. A device for reducing l ral :e-cylinrler pressure comprisinga movable abutznerd exposed on one side to brulac-cylinder pressure and carrying a valve proper normally closing the exhaust from the bra ke-cylinder, and means for admitting bral e-c lLIlllOI pressure to the other side of said abutment for equal izin g the air-pressure on opposite sides of rho abutment after the same moves to o en the valve.

39. A device for rel'lucing brahe-cylinder pressure comprising a movable abutment c:-:- posed on one side to brake-cylinder pressure and carrying a valve proper normally clos' h the exhaust from the bralce-cylinder, said abutment having a passage crnnmunicating between its opposite pressure areas and opened to ln'ake-cylinder pressure when the valve is opened.

40. A device for reducing hrakemylinder pressure comprising a movable abutment exposed on one side to brake-cylinder pressure and carrying a valve proper normally closing the exhaust from the ln'ake cylinder, a chamber in which the abutment operates and which is provided with an exhaust-port, an exhaust-valve governing such port and arranged to close the same when alnitinent operates to open the valve, and means for admitting brake-cylinder pressure to that side of the valve normally exposed to atmospheric pressure through said port.

41. In a fluidpressure brake stem, the combination, with the triple valve, of means controlled by variations in train-pipe pressure for admitting auxiliary-reservoir pressure to the train-pipe in the operation or" restoring the train-pipe pressure in service applications of the brakes for augmer in the pressure therein and assisting in the re case of the brakes.

412. In a fluid-pressure brake system, the combination, with the triple valve, of a valve controlled wholly by variations in train pipe pressure and governing a direct passage rom the auxiliary reservoir to the ti'aimpipe, 'd valve normally closing said passage and also during application of the brakes but arranged to open upon. restoration of the train-pipe pressure to thereby admit ftUXlllfiIYflfiSOlVOlI pressure to the train-p1 .e.

43. In a device for braking cars, a valve auxiliary to a triple valve and arranged to vent the auxiliary-rcservoir pressure to the train-pipe in the operation of restoring the train-pipe pressure in either the service or emergency applications of the brakes.

44. In afiuid-prcssure brake system, the combination, with the triple valve, of means for admitting auxiliary-reservoir pressure to the trainspipe in the operation of restoring the train-pipe pressure in either the service or emergency applications of the brakes.

45. In a fluid-pressure brake system, the

combination, with the triple valve, of means for admitting auxiliary-reservoirpressure to the train-pipe upon the initial restoration of the trainrpi epressure-in the operation of releasing the, rakes. 4.6. a. fluidf-pressure brake system,.the combinatien,,with-the triple valve, of a; di' rect passage from the auxiliary reservoir to the train-pipe,. and means cooperating with such passage for admitting the auxiliary;- reservoir pressure to the train-pipe upon the initialfrestoration of the train-pipe pressure inthe-operation -of releasing the brakes.

47. A device for reducing brake-cylinder pressure comprisinga movable abutment ex. posed on oneside to brake-cylinder-pressure and carryinga valve proper normally closing the exhaust from the brake-cylinder, and means for equalizing the air-pressure on. op. ,posite sides of the abutment after the same moves to open the valve, and cutting off'the pressure-from the brake-cylinder side of the abutment as the valve seats, thereby venting-the pressure to the opposite side of the abutment'untilithe valve is fully seated.

48. A device for reducing brake-cylinder pressure comprising a movable abutment exposed on one side to brake-cylinder pressure and carrying a valve pro er normally'closing the exhaust from the drake-cylinder,

sideto-atmospheric pressure, and means for e ualizing the air-pressureonopposite sides 0 the abutment after: the same moves to open the valve.

a9. A: device for reducing brake-cylinder pressure comprising a movable abutment operatingin the chamber and exposed on one side to-brake-cylinder ressure and. carrying a. valve proper normal y closing the exhaust from the brake-cylinder, .said abutment being normally exposed on its other side-to at.- mospheric pressure through a normally open passage in said chamber, means for closing said passage upon the openingmovement of the valve, and' means, for equalizing the airs pressure on opposite sides of the abutment after the'same moves to openv the valve.

50. A device for reducing brake-cylinder pressure comprising a movable abutment opsaid. abutment being normally exposed on its other moves to openthe-valve.

crating in the chamber and exposed on one side to brake-cylinder pressure and carrying a. valve proper. normally closing the exhaust from the brake-cylinder, said abutment being normally exposed on its other side to atmospheric pressure through a nor mailyopen passage 111 said chamber, means for closing said passage upon the opening movement of the valve, and means for e ualizing the air-pressure-on opposite sides 0 the abutment after the same moves to. open the valve, consisting of a passagethrough the abutment and. forming a. communication between its opposite sides. I

51. A device for reducing brake-cylinder pressure comprising a. piston. 1.23 provided with a tubular extension. 124' and having at the inner end of' sairhextension a valve proper normally olosingthe exhaust from the brakecylinder, said abutment being exposed on one side at the valve proper to brake-cylinder pressure and exposed as tothe remainder of said side to atmospheric pressure'and normally exposed on its other side to atmospheric pressure, and means 'for equalizing the air-pressure on opposite sides of the-abutment after the same moves to open the valve.

52. A device for reducing brake-cylinder pressure comprising a piston 123 movable in a chamber communicating by a" passa e with the brake-cylinder and having a centre. tubular extension forming a valve normally closing said brake-cylinder passage, said. piston having on its valve .side an annular pressure area normally exposed to atmospheric pressure, the other side of the piston being normally exposed to atmospheric pressure, and means for equalizing the air-pressure on opposite sides of the abutme t after the latter 53. In a fiuidressure brake system, the combination, Wit the triple valve, of means operating inde endent of the auxiliary-reservoir pressure or admitting such: pressure to the train-pipe upon. the initial restoration of the train-pipe pressure. in the operation of releasing the brakes.

54-. In a fluidrpressurebrake system, the

combination, with a triple valve having serviceand. emergency mechanisms, of means independent of said mechanisms for admittang-aux1l1ary-rese'rvo1r pressure to the train- 1 e. I p p WILLIAM P. A. MACFARLANE.

Witnesses S. .E. HIBBEN,

Louis B. ERWIN. 

